Seating Arrangement, Seat Unit, Tray Table and Seating System

ABSTRACT

A row of a plurality of adjacent seats supported by a support frame. The seat includes a seat back, a seat pan and a leg rest. The leg rest of each seat includes a leg support surface and is mounted relative to the seat frame in a manner to allow it to move between (a) a stored condition and (b) a fully deployed condition where the seat pan and the leg rest support surface are substantially coplanar. The leg rest and seat pan of each seat in the row can cooperate to define a reconfigurable horizontal support surface for at least one passenger.

FIELD OF INVENTION

The present invention relates to seats and seating arrangements in orfor a vehicle, particularly but not solely for an aircraft.

BACKGROUND

Seats onboard commercial passenger aircraft come in many differentconfigurations. Indeed, many aircraft carry a number of different typesof seats. For example they may carry a number of business class seats,and usually a larger number of economy class seats.

The standard price of a business class seat is higher than an economyclass seat. This is primarily because a business class seat takes upmuch more floor space of the aircraft. Airlines may hence charge apremium for such seats.

Many business class seats now offer the ability for the seat to bereclined from a sedentary position to a fully lay flat position. In thelay flat position, the seat back, seat pan and for example an ottomanend up in a relationship with each other that presents a substantiallyflat surface. This allows a passenger to lie down and hence be morecomfortable when resting or sleeping. WO 03/013903 (Virgin AtlanticAirways Ltd) shows such a seat. US 2007/0040434 also shows a seat thatcan achieve this. However such seats consume a large footprint onboardthe aircraft in order to offer one passenger such comforts. This meansthat there is less passenger density in a business seat class section ofan aircraft.

The usual trade-off for airlines in offering passengers increasedcomfort is a reduction in passenger density. This is because comfort fora passenger is usually achieved by providing more personal space onboardthe aircraft for that passenger. This usually reduces the number ofpassengers that can be carried by an aircraft. This is the primaryreason why airlines charge more for business class seats compared toeconomy class seat. It may be argued that a reduced payload (e.g. numberof passengers and their luggage) may result in fuel savings. However,the mechanisms of business class seats are usually complex and expensiveand heavy. This offsets at least to some extent, any such fuel saving.

Economy class seats on long-haul flights are known to be used in mannerthat can allow a passenger to lie down. The armrests between seats in arow of seats may be able to be folded out of the way. When lying down,only one passenger then occupies that entire row by lying across all theseatpans of the seats in that row. This can usually only occur where theflight is not full as all the seats in that row may then be occupied byonly one passenger.

Some airlines currently focus on trying to maximise an individualpassengers comfort and personal space and also strive to isolate andinsulate that passenger from other passengers as much as possible.Passengers are treated as individuals but on many flights, passengerstravel as a group of people such as a family. They may want to interactwith each other and feel comfortable resting in close quarters to eachother. Or they may at least want the options for such.

Making an individual seat less individualised and more communal iscounterintuitive to what the airline industry is currently trying toachieve. The seats do not allow for cooperation with each other. Indeedin business class, and in many other classes, cooperation is not adesign factor because it usually means a loss of privacy.

Furthermore some groups of travelers may not be able to afford businessclass or cannot justify spending money on the price of business classtickets. For example where a family is traveling with young children whodo not benefit from the extra space offered in business class, theparents will find it harder to justify a business class ticket.

Whilst airlines are cautious about offering seats in a lower class on abasis that it may cannibalize the sale of seats in another class, therehas been a significant amount of seat development work done to offerspace and privacy and comfort and service for business class. This hasincreased the separation of these qualities between business class andeconomy class because of the focus on business class seat developmentover economy class. There has generally been a lack of development ineconomy class seating to offer an increase is such qualities. Inflightentertainment systems, being an obvious exception to this.

Passenger seating technology in aircraft has necessarily developed as aseparate technical field to that in other modes of transportation due tothe significant technical, cost and spacing restraints which are uniqueto aircraft applications.

It is therefore an object of the present invention to provide a seatand/or seating arrangement that is reconfigurable to offer amultifunctional zone that can promote shared use of a defined space bymultiple passengers.

As used herein the term “and/or” means “and” or “or”, or both.

As used herein “(s)” following a noun means the plural and/or singularforms of the noun.

“contiguous” as used herein may be interpreted as being an abutting andcontacting relationship or a non abutting relationship where a small butnegligible gap may exist.

“window seat” as used herein denotes a seat of a row that is closest tothe cabin wall adjacent the fuselage, whether there is physically awindow adjacent that seat or not.

BRIEF DESCRIPTION OF THE INVENTION

In a first aspect the present invention may broadly be said to be apassenger vehicle seat unit comprising:

-   -   a row of a plurality of adjacent seats, each including a seat        back, a seat pan and a leg rest supported by a support frame,        the leg rest of each seat moveably mounted relative to the        support frame in a manner to allow it to move between (a) a        stored condition and (b) a fully deployed condition where the        seat pan and the leg rest are substantially coplanar, and    -   wherein in a fully deployed condition, the leg rest of adjacent        seats are contiguous each other, and wherein flanking each side        of each seat in the row, is an armrest, the arm rest        intermediate of two seats in the row being able to move between        a usable position wherein it is positioned intermediate of the        seatback and seat pan and a stowed position wherein it is not        positioned intermediate of the seatback and seat pan, and    -   wherein the leg rest and seat pan of each seat in the row can        all cooperate to define a reconfigurable horizontal support        surface for at least one passenger.

Preferably the leg rest and seat pan of each seat in the row cancooperate to define a reconfigurable support surface for shared use byat least two passengers.

Preferably the row comprises at least two adjacent seats and wherein theleg rest and seat pan of each seat in the row can cooperate to define areconfigurable support surface for shared use by all of the at least twopassengers assigned to the row.

Preferably the row comprises three adjacent seats.

Preferably the row comprises four adjacent seats.

Preferably the row comprises five adjacent seats.

Preferably for each seat, the leg rest extends from adjacent the seatpan and in the seat facing direction when in the fully deployedcondition.

Preferably for each seat the leg rest is contiguous the seat pan when inthe fully deployed condition.

Preferably extends from adjacent the seat pan and in a downwarddirection when in the stored condition.

Preferably for each seat the leg rest is contiguous the seat pan when inthe stored condition.

Preferably when in a fully deployed condition, the leg rests of adjacentseats are contiguous to each other.

Preferably when in a stored condition, the leg rest of adjacent seatsare contiguous each other.

Preferably the leg rests are rectangular in shape and when in acontiguous each other are in an edge to edge contact.

Preferably each leg rest is in contact with and adjacent leg rest alongan edge of the leg rest when said leg rest and adjacent leg rest are inthe fully deployed condition, such that there is no gap between said legrest and said adjacent leg rest.

Preferably the leg rests are each rectangular is shape having twoopposed major edges and two opposed minor edges, the major edgesextending parallel to the row direction and wherein one of said majoredges is contiguous said seat pan.

Preferably the said one of said major edges contacts the forward mostedge of the seat pan when in said fully deployed condition and saidforward most edge is of a shape and configuration that ensures no gapexists between said forward most edge and said one of said major edges.

Preferably all seat pans in said row are contiguous a seat pan of anadjacent seat in the row.

Preferably each seat pan is square or rectangular in plan shape.Preferably all seats of the row are side by side and all face in thesame direction.

Preferably the row includes three seats and wherein all the leg restsand seats pans of said three seats are able to be configured to

-   -   i) define a horizontal passenger support surface that can assume        each of a T-shape, L-shape and U-shape and I-shape when viewed        in plan view, and    -   ii) allow all three leg rests, in their fully deployed        condition, together with the seat pans to support at least one        person in a reclined position.

Preferably the row includes four seats and wherein all the leg rests andseats pans said three seats are able to be configured to

-   -   i) define a horizontal passenger support surface that can assume        each of a T-shape, L-shape and U-shape and I-shape when viewed        in plan view, and    -   ii) allow all four leg rests, in their fully deployed condition,        together with the seat pans to support at least one person in a        reclined position.

Preferably in the stowed position each arm rest intermediate of twoadjacent seats, is located in a cavity defined between the backrests ofthe two adjacent seats.

Preferably at least one armrest located at the end of the row is able tomove between a usable position wherein it is positioned intermediate ofthe seatback and seat pan and a stowed position wherein it is notpositioned intermediate of the seatback and seat pan.

Preferably at least the or each arm rest intermediate of two adjacentseats is movable in a pivotable manner relative the support framebetween stored and useable positions.

Preferably the arm rest between two adjacent seats, when in said stowedposition, is positioned set back from the facing surfaces of the backrests of adjacent seat.

Preferably each leg rest can be held in a position intermediate of thefully deployed and stowed conditions.

Preferably the support frame supports all seats of said row.

Preferably the backrest of each seat can move between an uprightposition and a reclined position.

Preferably each said leg rest is supported solely by the support frame.

Preferably each said leg rest can be moved to and be held at a partiallydeployed position that is intermediate of the fully deployed and stowedconditions.

Preferably the passenger vehicle seating unit as herein above describedis installed onboard a commercial passenger aircraft.

Preferably the passenger vehicle seating unit as herein above describedis installed in an economy class section of the aircraft.

Preferably the passenger vehicle seating unit as herein above describedis installed in a class section of the aircraft that offers the loweststandard fare price per seat to customers.

In a second aspect the present invention may be said to be a passengervehicle seat unit comprising:

-   -   a row of a plurality of adjacent seats supported by a support        frame, each seat including a seat back, a seat pan and a leg        rest and each seat facing in the same direction, the leg rest of        each seat including a leg support surface and mounted relative        to the seat frame in a manner to allow it to move between (a) a        stored condition and (b) a fully deployed condition where the        seat pan and the leg rest support surface are substantially        coplanar and contiguous an adjacent of said leg rest support        surface, and

wherein the seat pan and the leg rest of all seats in said first row cancooperate to provide substantially horizontal passenger support to allowat least two passenger to recline or lie and generally extend in adirection parallel to the row direction and occupy at least two seats ofthe row. In a further aspect the present invention may be said to be apassenger vehicle seat unit that comprises a row of three adjacent seatseach supported by a support frame and each including a seat back, a seatpan and a leg rest, each leg rest movably mounted to said support frameand relative to the seat pan between a stowed condition and a deployedcondition, wherein all the leg rests and seats pans of said three seatsare able to be configured to:

-   -   i) define, for at least one person, a horizontal support surface        that can assume each of a T-shape, L-shape and U-shape and        I-shape when viewed in plan view, and    -   ii) allow all three leg rests, in their fully deployed        condition, together with the seat pans, support at least two        passenger in a reclined or lie-flat position extending in a        direction parallel to the row direction and occupy at least two        seats of the row.

In yet a further aspect the present invention may be said to be apassenger vehicle seat unit that comprises a row of four adjacent seatseach supported by a support frame and each including a seat back, a seatpan and a leg rest, each leg rest movably mounted to said support frameand relative to the seat pan between a stowed condition and a deployedcondition, wherein all the leg rests and seats pans of said four seatsare able to be configured to

-   -   i) define, for at least one person, a horizontal support surface        that can assume each of a T-shape, L-shape and U-shape and        I-shape when viewed in plan view, and    -   ii) allow all four leg rests, in their fully deployed condition,        together with the seat pans to support at least one person in a        reclined position.

In a further aspect the present invention may be said to be a passengervehicle seating arrangement comprising:

-   -   i) a first row of a plurality of adjacent seats,    -   ii) a second row of a plurality of adjacent seats located        adjacent, aligned and in a position advanced more in the vehicle        to the first row of seats,        each seat comprising a seat pan, a seat back upwardly extending        from the seat pan and a leg rest, said leg rest mounted relative        the seat pan to allow it to move between (a) a stored condition,        and (b) a fully deployed condition, wherein the leg rests, of        two adjacent seats in said first row, when in a deployed        condition, are contiguous each other, and

wherein each leg rests of said first row, when all in the fully deployedcondition, span between their respective seat pan and the correspondingseat of said second row and together define a surface for two adults tolie or recline on, next to each other in a condition parallel to eachother and to the row direction.

Preferably the seat pan and the leg rest of all seats in said first rowcan cooperate to provide substantially horizontal passenger support toallow at least two passengers to recline or lie and generally extend ina direction parallel to the row direction and each occupy at least twoseats of the row.

Preferably for each seat, said leg rest in its stored condition islocated adjacent said seat pan and below said seat pan.

Preferably the leg rest of each seat in a row, when in the fullydeployed condition, in cooperation with the respective seat pan, form atleast part of a bed for at least one passenger to recline on, generallyin a direction perpendicular to the direction parallel to the advanceddirection of the vehicle.

Preferably an armrest is provided at each side of each seat in saidfirst row, at least one of said armrests movable from a position whereina person sitting in the seat can rest an arm on the armrest and a storedposition where the armrest is positioned proximate more and notprotruding in a seat facing direction from the adjacent seatback(s).

Preferably each said leg rest can be set at a position intermediate ofthe stored condition and fully deployed condition to support the legs ofa person on the seat.

Preferably for any seat in the first row, when its respective leg restin a stored condition, there is sufficient room for a person to be ableto stand intermediate of said seat and the corresponding seat of thesecond row, and when in the fully deployed position, there isinsufficient room for a person to be able to stand intermediate of saidseat and the corresponding seat of the second row.

Preferably the leg rest of each seat in said first row, when in thefully deployed condition, spans between its respective seat pan and thecorresponding seat of said second row.

Preferably each leg rest of said first row, when all in the fullydeployed condition, extend from their respective seat pan and thetowards a corresponding seat of said second row, all leg rests and seatpans of said first row together defining a surface for two adults torecline on next to each other.

Preferably a tray table is dependent from the seat back of each seats ofthe second row, said tray table comprising

-   -   i) a primary table top, movable between        -   a. a stowed position in which it is disposed towards the            respective seat, and        -   b. a deployed position in which it extends more from the            seat and towards the first row, to provide a primary utility            surface; and    -   ii) a secondary table top, defined by a plurality of adjacent        extension panels each individually coupled to the primary table        top, wherein the extension panels are disposed in a side by side        configuration at at least one edge of the primary panel and can        each be moved by a passenger between a stowed condition and a        deployed condition where the extension panel projects from the        edge of the primary table top and in a co-planar relationship to        the primary table top.

Preferably the primary table top includes an edge extendingperpendicular to the advanced direction and the extension panels aredisposed at said edge and can be moved proximate more and distal morethe first row, corresponding to the deployed and stowed conditions ofeach respective extension panel.

Preferably said secondary table top, is of the same width (in the rowdirection) as the primary table top.

Preferably the extension panels are hingingly engaged with the primarytable top to rotate relative to the primary table top when moved betweenthe stowed and deployed conditions.

Preferably the first row of a plurality of adjacent seats is identicalto the second row of a plurality of adjacent seats.

Preferably the row direction of said first row is parallel to the rowdirection of the second row.

In a further aspect the present invention may be said to be a passengervehicle including a passenger vehicle seating arrangement as hereinabove described.

In a further aspect the present invention may be said to be a apassenger vehicle seating unit as herein above described and installedonboard a commercial passenger aircraft.

In a further aspect the present invention may be said to be a passengervehicle seating unit as herein above described and installed in aneconomy class section of the aircraft.

In a further aspect the present invention may be said to be a passengervehicle seating unit as herein above described and installed in a classsection of the aircraft that offers the lowest standard fare price tocustomers.

In a further aspect the present invention may be said to be a passengervehicle comprising

-   -   (i) a first column of a passenger vehicle seating arrangement        comprising at least        -   a. a first row of a plurality of adjacent seats,        -   b. a second row of a plurality of adjacent seats located            adjacent, aligned and in a position advanced more in the            vehicle to the first row of seats,    -   each seat comprising a seat pan, a seat back upwardly extending        from the seat pan and a leg rest, said leg rest mounted relative        the seat pan to allow it to move between (a) a stored condition,        and (b) a fully deployed condition where the seat pan and the        leg rest cooperate to provide substantially horizontal passenger        support, and    -   (ii) a second column of a passenger vehicle seating arrangement        parallel to the first column and comprising at least        -   a. a first row of a plurality of adjacent seats,        -   b. a second row of a plurality of adjacent seats located            adjacent, aligned and in a position advanced more in the            vehicle to the first row of seats, each seat comprising a            seat pan, a seat back upwardly extending from the seat pan            and a leg rest, said leg rest mounted relative the seat pan            to allow it to move between (a) a stored condition, and (b)            a fully deployed condition where the seat pan and the leg            rest cooperate to provide substantially horizontal passenger            support,    -   wherein there are two aisles intermediate of said first and        second columns, said two aisles separated from each other by a        third column of a passenger seating arrangement wherein the        third column is different to both the first and second column.

Preferably each row of seats of said first column includes a window seatand each row of seats of said second column includes a window seat.

Preferably the rows of seats of the third column comprise of seats thatdo not include a leg rest.

Preferably the seats of each row of the first and second column, face ina direction parallel to the aisle.

Preferably the passenger vehicle is a commercial passenger aircraft.

Preferably the first and second columns are located in an economy classsection of the aircraft.

In yet a further aspect the present invention may be said to be aseating arrangement for a passenger aircraft comprising a plurality ofside by side and juxtaposed seats each facing in the same direct andaligned with each other forming a row of seats, each seat including aseat pan and a leg rest that can be moved relative to the seat panbetween a stowed condition and a deployed, wherein in the deployedcondition the leg rest and seat pan form a horizontal support surface,each said leg rest is of a shape and configuration so that when all legrests of the row are in a deployed condition they are contiguous toadjacent leg rest(s) and contiguous each respective seat pan, the legrests of each seat in the row of seats able to be configured in at leastone of its deployed and stored condition to allow two companionpassengers to each assume (i) a sedentary position by sitting in arespective seat of said row and (ii) at least one of a lounging styleposition and a reclined position by shared occupation of at least twoseats of the row.

Preferably the lounging style position is where the legs of thepassengers, in their elongate direction extend parallel to the rowdirection.

Preferably the reclined position is where the legs of the passengers, intheir elongate direction extend parallel to the row direction.Preferably two companion passengers can each assume (i) a sedentaryposition by sitting in a respective seat of said row and (ii) at leastone of a lounging style position and a reclined position by sharedoccupation of at least two seats of the row.

Preferably the seating arrangement is in an economy class section of anaircraft.

Preferably each seat also comprises a back rest projecting upwardly froma back edge of said seat pan and wherein in the stowed condition, theleg rest projects downwardly from a front edge of the seat pan andwherein in a deployed condition said leg rest projects from said frontedge in a seat facing direction.

Preferably each said leg rest is of a shape and configuration so thatwhen all leg rests of the row are in a deployed condition they offer aresting surface to allow two passengers to lie side by side on theresting surface so formed by the leg rests and the seat pans.

Preferably there are three adjacent seats wherein all the leg rests andseats pans of said three seats are able to be configured to:

-   -   i) define, for at least one person, a horizontal support surface        that can assume each of a T-shape, L-shape and U-shape and        I-shape when viewed in plan view, and    -   ii) allow all three leg rests, in their fully deployed        condition, together with the seat pans to support at least one        person in said reclined position.

Preferably there are four adjacent seats wherein all the leg rests andseats pans of said four seats are able to be configured to:

-   -   i) define, for at least one person, a horizontal support surface        that can assume each of a T-shape, L-shape and U-shape and        I-shape when viewed in plan view, and    -   ii) allow all four leg rests, in their fully deployed condition,        together with the seat pans to support at least one person in        said reclined position.

In still a further aspect the present invention may be said to be apassenger vehicle seating arrangement comprising:

-   -   i) a first row of a plurality of juxtaposed seats,        -   each seat including a seat back, a seat pan and a leg rest,            the leg rest moveably mounted relative to and adjacent the            seat pan in a manner to allow the leg rest to move between a            stored condition and a fully deployed condition where the            seat pan and the leg rest cooperate to provide substantially            horizontal support for a passenger,    -   ii) a second row of a plurality of juxtaposed seats located        adjacent and in a position advanced more in the vehicle to the        first row of seats,        -   each seat including a seat back, a seat pan and a leg rest,            the leg rest moveably mounted relative to and adjacent the            seat pan in a manner to allow the leg rest to move between a            stored condition and a fully deployed condition where the            seat pan and the leg rest cooperate to provide substantially            horizontal support for a passenger,        -   each seats of the second row supporting a tray table behind            its seat back, the tray table comprising at least two panels            positioned side by side in a row-wise direction and that can            each move between a stowed condition proximate more the seat            by which it is supported and a use condition proximate more            the first row.

In still a further aspect the present invention may be said to be apassenger vehicle seating arrangement comprising:

-   -   a row of a plurality of juxtaposed seats, each seat including a        seat back, a seat pan and a leg rest, the leg rest of each seat        moveably mounted relative to the seat pan in a manner to allow        it to move between a stored condition and an extended condition        where the seat pan and the leg rest are substantially coplanar        and wherein the leg rest and seat pan of adjacent seats in the        row can cooperate to define a reconfigurable support surface for        at least one passenger.

Preferably the leg rest moves in a rotational manner relative to saidseat pan about an axis of rotation located adjacent said seat pan,between its stored and extended condition.

In still a further aspect the present invention may be said to be apassenger seating unit for an aircraft comprising:

-   -   a row of 3 juxtaposed seats, each seat including a seat back, a        seat pan and a leg rest, the leg rest of each seat moveably        mounted relative to the seat pan in a manner to allow it to move        between a stored condition and an extended condition where the        leg rest is presented adjacent the seat pan in a contiguous        manner to provide a support surface for a passenger wherein the        seat pans are contiguous each other and define a bench and        wherein each leg rest, when in the extended condition, is        co-planar with its respective seat pan and wherein each leg        rest, when in an extended condition, is contiguous the leg rest        of an adjacent seat, when said leg rest of an adjacent seat is        also in the extend condition.

In still a further aspect the present invention may be said to be apassenger seating unit for an aircraft comprising:

-   -   a row of 4 juxtaposed seats, each seat including a seat back, a        seat pan and a leg rest, the leg rest of each seat moveably        mounted relative to the seat pan in a manner to allow it to move        between a stored condition and an extended condition where the        leg rest is presented adjacent the seat pan to provide a support        surface for a passenger.

Preferably the seat pans are contiguous each other and define a benchand wherein each leg rest, when in an extended condition, is co-planarwith its respective seat pan and wherein each leg rest, when in anextended condition, is contiguous the leg rest of an adjacent seat, whensaid leg rest of an adjacent seat is also in the extend condition.

In still a further aspect the present invention may be said to be apassenger vehicle seat arrangement in a passenger vehicle, saidarrangement comprising:

-   -   a plurality of rows of seats each seat in each row facing in the        same direction, wherein each row comprises:    -   a plurality of juxtaposed and in-line seats, each seat including        a seat frame supported seat back, seat pan and leg rest, the leg        rest of each seat moveably mounted relative to the seat frame in        a manner to allow it to move between a stored condition and a        fully deployed condition where the seat pan and the leg rest are        substantially coplanar and wherein the leg rest and seat pan of        adjacent seats in the row can cooperate to define a        reconfigurable support surface for at least one passengerand        wherein said leg rests of each seat, when in their fully        deployed condition are in close proximity to the seat pan of a        seat of a row front.

Preferably said proximity is to an extent to prevent a person standingon the floor intermediate of the two rows.

In still a further aspect the present invention may be said to be a traytable located or for location at the back of a backrest of a seat of apassenger vehicle, said tray table comprising

-   -   i) a primary table top, movable between        -   a. a stowed position in which it is disposed towards the            backrest, and        -   b. a deployed position in which it extends generally            horizontally and away from the backrest; and    -   ii) a secondary table top, defined by a plurality of adjacent        extension panels each individually coupled to the primary table        top, wherein the extension panels are disposed in a side by side        configuration at at least one edge of the primary panel and can        each be moved by a passenger between a stowed condition and a        deployed condition where the extension panel projects from the        edge of the primary table top and in a co-planar relationship to        the primary table top.

Preferably the primary table top includes an edge extendingperpendicular to the seat facing direction and the extension panels aredisposed at said edge.

Preferably the extension panels are hingingly engaged with the primarytable top to rotate relative to the primary table top when moved betweenthe stowed and deployed conditions.

Preferably the extension panels are hingingly coupled to the primarytable top.

Preferably the tray table includes at least one arm extending or toextend from the seat and to which the primary table top is engaged in apivotal manner to allow movement of the primary table top between itsstowed position and deployed position.

Preferably the tray table arrangement includes a plurality of arms.

Preferably the primary table top defines a pair of opposed majorsurfaces.

Preferably the extension panels define a pair of opposed major surfaces.

Preferably the primary table top is quadrilateral in shape.

Preferably the primary table top is rectangular in shape.

Preferably each extension panel is quadrilateral in shape.

Preferably the extension panel is rectangular in shape.

Preferably the primary table top is positioned, in its stowed condition,with one of its major surfaces parallel to the seat back.

Preferably the extension panels define a pair of opposed major surfacesand wherein at least one or more of the extension panels is disposed inits stowed position with one of its major surfaces abutting a majorsurface of the base panel.

Preferably at least one or more of the extension panels is disposed inits stowed position with one of its major surfaces abutting a majorsurface of another extension panel.

In yet a further aspect the present invention may be said to be apassenger accommodation system of a passenger vehicle, said systemcomprising

-   -   i) a seating arrangement comprising        -   a. a first row of a plurality of adjacent seats,        -   b. a second row of a plurality of adjacent seats located            adjacent, aligned and in a position advanced more in the            vehicle to the first row of seats, each seat comprising a            seat pan, a seat back upwardly extending from the seat pan            and a leg rest, said leg rest mounted relative the seat pan            to allow it to move between (a) a stored condition, and (b)            a fully deployed condition where the seat pan and the leg            rest cooperate to provide substantially horizontal passenger            support,    -   ii) a tray table located at the back of a backrest of each seat        of said second row, said tray table comprising        -   a. a primary table top, movable between            -   a stowed position in which it is disposed towards the                backrest, and            -   a deployed position in which it extends generally                horizontally and away from the backrest; and        -   b. a secondary table top, defined by a plurality of adjacent            extension panels each individually coupled to the primary            table top, wherein the extension panels are disposed in a            side by side configuration at at least one edge of the            primary panel and can each be moved by a passenger between a            stowed condition and a deployed condition where the            extension panel projects from the edge of the primary table            top and in a co-planar relationship to the primary table            top.

In still a further aspect the present invention may be said to be amethod of configuring a passenger resting zone onboard a passengeraircraft, said zone defined at least in part by a row of at least threereconfigurable and adjacent seats, each seat including a seat back, aseat pan and a leg rest moveably mounted relative to the seat pan in amanner to allow it to configure to a stored condition and an extendedcondition where the seat pan and the leg rest are substantially coplanarand capable of being presented contiguous the leg rest of an adjacentseat in the row, said method comprising configuring the leg rests ofeach seat in the row to at least one the following:

-   -   i) a configuration where all the leg rests of the row in their        extended condition such that each leg rest and seat pan of        adjacent seats in the row can cooperate to define a horizontal        support surface for at least one and preferably two passengers        to lie on,    -   ii) a configuration wherein only the leg rest of a seat at one        end of the row is in the extended condition,    -   iii) a configuration wherein each of the leg rests of the seats        at each end of the row is in the extended condition,    -   iv) a configuration wherein the leg rest of a seat at one end of        the row is not in the extended condition (e.g. in the stored        condition or otherwise), and    -   v) a configuration wherein only the leg rest(s) of the seat(s)        intermediate of the ends of the row are in the extended        condition.

In still a further aspect the present invention may be said to be amethod of accommodating at least two passengers in a vehicle in a spacethat can be set up in an individual/private mode or in a communal/spacesharing mode, said method facilitated by providing said space between afirst row of a plurality of side by side and adjacent seats facing in afirst direction and a second row of side by side and adjacent seatsfacing in said first direction and located in a first direction moreproximal position to said first row of seats, each seat of said firstrow including a seat back, a seat pan and a leg rest, the leg restmoveably mounted relative to and adjacent the seat pan in a manner toallow the leg rest to move between a stored condition and a fullydeployed condition where the seat pan and the leg rest cooperate toprovide substantially horizontal support for a passenger.

In even a further aspect the present invention may be said to be apassenger accommodation unit for use by at least two passengers of apassenger vehicle, said accommodation unit comprising

a row of at least two adjacent seats each supported by a support frameabove the floor of said passenger vehicle, and each seat including aseat back, a seat pan and a leg rest, each leg rest mounted relative tothe seat pan in a manner to be movable between a stowed condition and adeployed condition, wherein in a deployed position, the leg rests ofeach seat are contiguous the adjacent leg rest and contiguous theirrespective seat pans, to define a horizontal support surface comprisedof the leg rests and seat pans of said at least two adjacent seats.

Preferably said unit is customizable into at least two modes of use, afirst communal mode wherein the at least two passengers both occupy saidat least two seats and a second private mode wherein each passengeroccupies only one seat.

In still a further aspect the present invention may be said to be amethod of configuring a passenger seating zone onboard a passengervehicle for the purposes of providing a seating zone of greater area onwhich a passenger can recline, said passenger seating zone comprising arow of at least three reconfigurable and adjacent seats, each seatincluding a seat back, a seat pan and a leg rest moveably mountedrelative to the seat pan in a manner to allow it to configure to astored position and an extended position where the seat pan and the legrest are substantially coplanar and capable of being presentedcontiguous the leg rest of an adjacent seat in the row, said methodcomprising the steps of:

-   -   selecting a first of the leg rests for movement from its stored        position to its extended position; and then    -   moving the first of the leg rests to the extended position.        Preferably the method also comprises the steps of:    -   selecting a second of the leg rests for movement from its stored        position to its extended position; and then    -   moving the second of the leg rests to its extended position.

Preferably the step of selecting the first of the leg rests comprisesselecting a leg rest of an end seat of the row.

Preferably the step of selecting the first of the leg rests comprisesselecting a leg rest of an intermediate seat of the row.

Preferably the step of selecting the second of the leg rests comprisesselecting a leg rest adjacent to the first selected leg rest.

Preferably the step of selecting the second of the leg rests comprisesselecting a leg rest that is not adjacent to the first selected legrest.

Preferably comprising the steps of:

-   -   selecting a third of the leg rests for movement from its stored        position to its extended position; and then    -   moving the third of the leg rests to its extended position.

In still a further aspect the present invention may be said to be apassenger vehicle comprising:

-   -   a row of adjacent seats that define an accommodation zone        occupied by two adult passengers, wherein the zone is able to be        configured to allow the two passengers to (i) be in an upright        sedentary position in a respective seat of the row and (ii) be        in a reclined position where the two passengers share at least        one seat of said row and at least partially occupy at least two        seats in the row.

Preferably there are 3 or 4 adjacent seats of said row.

Preferably the zone is able to be configured to allow the two passengersto share at least two or all seats of the row and at least partiallyoccupy at least three or all seats in the row.

Preferably the zone is able to be configured to allow the two passengersto lie horizontally and adjacent to each other across all seats in saidrow.

Preferably the zone is able to be configured by at least one of saidpassengers. Preferably each seat comprises a seat pan and a leg restthat is able to move between a stowed condition and a fully deployedcondition relative to said seat pan and that in the fully deployedcondition is presented adjacent said seat pan in a manner such thatwherein when the leg rests of all seats in the row are positioned in afully deployed condition, the seat pans and leg rests define ahorizontal surface to be able to support said two passengers in areclined position.

This invention may also be said broadly to consist in the parts,elements and features referred to or indicated in the specification ofthe application, individually or collectively, and any or allcombinations of any two or more of said parts, elements or features, andwhere specific integers are mentioned herein which have knownequivalents in the art to which this invention relates, such knownequivalents are deemed to be incorporated herein as if individually setforth.

Other aspects of the invention may become apparent from the followingdescription which is given by way of example only and with reference tothe accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

Preferred embodiments of the present invention are shown in theaccompanying drawings in which;

FIG. 1 a shows a front perspective view of a seating arrangement withindividual seats of the front row positioned in various configurations;

FIG. 1 b shows a front view of a seat unit,

FIG. 2 shows a back perspective view of a seating arrangement of FIG. 1a with individual seats positioned in various configurations;

FIG. 3 shows a top view of a seating arrangement of FIG. 1;

FIG. 4 a shows a side view of a seating arrangement of FIG. 1;

FIGS. 4 b-g shows a plan schematic view of a row of 3 seats of differentconfigurations of leg rests relative to seat pans that can be achieved;

FIG. 5 a-5 d shows a plan view of how a seating arrangement may beutilised for companion travellers, comprising two adults, to allow thecreation of a communal/shared space;

FIG. 6 a-6 d shows a plan view of how a seating arrangement may beutilised for companion travellers, comprising two adults and a child, toallow the creation of a communal/shared space;

FIG. 6 e-6 h shows a plan view of how a seating arrangement may beutilised for companion travellers, comprising one adult and twochildren, to allow the creation of a communal/shared space;

FIGS. 7 a and 7 b shows a plan view of how a seating arrangement may beutilised for individual travellers, comprising two adult, to providereconfigurable individual space;

FIGS. 7 c and 7 e shows a plan view of how a seating arrangement may beutilised for non-companion but associated travellers such as twobusiness people to provide reconfigurable individual and shared space;

FIGS. 8-28 shows schematic plan views of seating arrangements in variousconfigurations, including typical arrangements of passengers,illustrating the flexibility of the seating arrangement;

FIG. 29 shows a top perspective view of a plurality of tray tables;

FIG. 30 shows a top perspective view of a plurality of tray tables inanother configuration;

FIG. 31 shows a schematic plan view of part of an aircraft including aplurality of seat units in two columns of rows of seats each with threeseats; and

FIG. 32 shows a schematic plan view of an aircraft including a pluralityof seat units in two columns of rows of seats with two seats abreast andwith an intermediate column of four seats abreast.

FIG. 33 shows a perspective view of part of a tray table,

FIG. 34 shows a perspective view of part of a tray table as per FIG. 33but in a different configuration

FIG. 35 shows a plan view of leg rest mechanisms each applied to threeadjacent seats (with seat pads removed);

FIG. 36 shows a side view of a leg rest mechanism with the trackfollowing formation in a maintenance track for disengagement of thetrack follower arrangement from the track formation;

FIG. 37 shows a side view of a leg rest mechanism with the leg rest inits extended position;

FIG. 38 shows a cutaway side view of a leg rest mechanism showing theadjustable support mechanism;

FIG. 39 shows a cutaway side view of a leg rest mechanism showing theadjustable support mechanism;

FIG. 40 shows a cutaway side view of a leg rest mechanism showing theadjustable support mechanism;

FIG. 41 shows a perspective cutaway view of the support member, trackfollower arrangements, and reaction member;

FIGS. 42-45 show a side cutaway view of the horizontal support mechanismof a leg rest mechanism in various positions;

FIG. 46 shows a close-up top perspective cutaway view of a trackfollower arrangement and synchronisation mechanism;

FIG. 47 shows a side view of a leg rest mechanism in a supportingposition cooperating with a seat pad of a seat arrangement to define asubstantially horizontal surface on which a passenger is supportable;

FIG. 48 shows a cutaway top rear perspective view of a leg restmechanism;

FIG. 49 shows a bottom perspective view of a leg rest mechanism; and

FIG. 50 shows an aircraft that may carry the seat units and seatingarrangement and onboard which the methods of the present invention maybe performed.

DETAILED DESCRIPTION OF THE INVENTION

With reference to the above drawings, in which similar features aregenerally indicated by similar numerals, there is shown a seatingarrangement 100.

FIG. 1 shows a seating arrangement 100 that can be implemented on boarda commercial passenger aircraft 300. And preferably in its economy classsection. The seating arrangement 100 consists of at least one andpreferably at least two rows 5 of seats 6 that are positioned one behindthe other. Each row of seats 5 includes at least 2 and preferably atleast 3 adjacent seats 6. Each seat 6 in a row 5 includes a seat back12, seat pan 10 and preferably also a leg rest 11. Each seat 6 canreceive a passenger in a sedentary position. Each seat defines anindividual space in the row for a sedentary passenger to occupy. Such apassenger may occupy such a space and may utilise the seat's backrest,seat pan and leg rest. They may also use the arm rests that may bepresented on each side of the passenger. Arm rests 20 may be movablefrom an in use position where the arms of a passenger can rest on them,and a stowed position, where the arm rests generally are not located inthe general space between the seat pans and back rests. The arm restsmay be removable, or may move down to be between seat pans of move backto be between back rests of the row of seats. For example the arm rests20A may be moved to a stowed position where they extend substantiallyvertically and/or may be recessed within/or between the back rests ofadjacent seats 6 in that row.

The armrest(s) 20A can pivot between the deployed position and a stowedposition about a horizontal axis and when in the stowed position aresubstantially out of the way of passengers. In the preferred embodimentthe stowed position may be in a cavity 22 formed between two adjacentseat backs 12.

The outer most arm rests 20B may or may not be movable. However, theymay be movable in a like manner to the arm rests 20A.

Each row preferably faces in a forward direction in relation to the bodyof the aircraft. In other words, the seat back 12 faces toward the frontof the aircraft. Each row 5 preferably faces in the same direction. Acolumn of plurality of rows can be defined in the aircraft, the columndirection may be parallel to the seat facing direction. And may beparallel to the elongate direction of the body of the aircraft.

The seats in each row are positioned adjacent each other The seat pansare preferably able to assume a condition contiguous each other so thata bench or couch like sitting surface may be defined by the at least twoseats. The back rests 12 of each seat 6 may recline from an upright moreposition to a reclined more position. This can be achieved independentof the position of adjacent back rests. The seats may be individualseats each separately mounted to the floor track or tracks of theaircraft or may all be supported by one or more support frames mountedto the floor track or tracks of the aircraft.

Preferably each row has at least two adjacent seats, more preferably atleast three seats or four adjacent seats.

Preferably each seat includes a leg rest arrangement 111. Thearrangement includes a leg rest 11 and a leg rest mechanism 112.

The leg rest can be moved between a stored position where it is locatedadjacent or proximate the front edge of a seat pan and extendsdownwardly therefrom and a fully deployed position where is it locatedadjacent a front edge of a seat pan and extends generally in a coplanarmanner with the seat pan. It will be appreciated that surface contouringof the upper surface 17 of the seat pan and of the supporting surface 16of the leg rest may exist.

And that not the entire surface of the seat pan and the leg rest arestrictly in a co-planar relationship, but may be close to it. In atleast the fully deployed position, the leg rest is contiguous the seatpan. A small but insignificant gap may exits. It may also be andpreferably remain contiguous when in the stored and any intermediateposition.

The position of the leg rest relative to the seat pan can beindependently controlled relative to the other leg rest of the otherseats 6 in the row 5. Accordingly a passenger sitting in an individualseat can select a desired leg rest position.

With reference to the forward most row 5 shown in FIG. 1, each seat 6 inthat row shows its respective leg rest in a different position. Leg rest11A is shown in a fully deployed position, leg rest 11B is shown in apartially deployed position and leg rest 11C is shown in a storedposition.

In the fully deployed position as shown with reference to leg rest 11A,the supporting surface 16 cooperates with the respective seat pan todefine a horizontal support zone 88. It is referred to as “horizontal”herein, though may not, or not always be perfectly horizontal in use asthat may depend on the inclination of the aircraft. In essence, thehorizontal support zone, in normal mode of use and when established,will offer a passenger support in a vertical direction.

With reference to FIGS. 3 and 4 it can be seen that the supportingsurface 16 of a leg rest 11 may in its fully extended position alsoextend a substantial distance between the leading edge 19 of the seatpan, and a seat 6 (such as its back rest) of a row in front of theleading edge 19. In the preferred form, the leg rest 11 in its fullydeployed position closes the gap between rows of seats. There may stillbe a slight gap but such is preferably insufficient for a person tostand up in between rows on the floor X-X of the cabin of the aircraftas shown in FIG. 1 b.

By providing a leg rest 11 for each seat 6 in a row that can bepositioned independent of adjacent leg rests in the row, each passengerin that row can make a decision about the desired leg rest position ofthe seat 6 that that passenger is sitting in.

Furthermore, the provision of such independent leg rests in a row 5 canallow for cooperation of leg rests of each row. For example, withreference to FIG. 18, row 5A shows the leg rest of each seat moved to afully deployed position. And the arm rests 20A may be moved to a stowedposition. This allows for the creation of a sleeping surface that one ormore passengers can utilise. As can be seen a passenger in row 5A canlie in a general direction lateral to the forward/aft direction of theaircraft. Where the row is adjacent the side of the cabin interior, thearmrest 12A or 13B can also be moved out of the way. This can allow apassenger to recline against the cabin interior wall at that location,thereby creating even more space for that or each passenger in the row.

In the configuration where all leg rests in a row of seats are extendeda single passenger may lie or recline more on the sleeping or restingsurface so defined by at least two or more of the seat pans andassociated extended leg rests. Multiple passengers such as an adult anda child may be able to share such a sleeping or resting surface. A childmay also use the surface or part of the surface as a play area. Thesurface may also offer support to a person preferring to sit in anupright position but with their legs extending substantiallyhorizontally as for example as shown in row 5B in FIG. 17. E.g., for useas a lounger.

It will be appreciated that in a reclined position of a person, asleeping or resting surface defined by two adjacent seat pans and legrests may be sufficient thereby allowing for a seat at one end of therow to have its leg rest in a non-fully deployed position such as in apartially extended or stored position as shown with respect to row 5B ofFIG. 17. This is also shown with reference to row 5A shown in FIG. 22.Likewise other seats in the row may have their leg rests in a non-fullydeployed position.

Various combinations of leg rest positions of the leg rests 11 in a rowcan be achieved. For a row of 3 seats, some of the differentcombinations are shown in FIGS. 4 b-4 g. With reference to row 5A shownin FIG. 27, seats 6 at the end of a row 5 may have their leg rests 11 ina stored position whereas the leg rest arrangement 11 of theintermediate seat(s) 6 may be fully extended. In a fully extendedposition a passenger in the intermediate seat arrangement may be able tosit up with their legs extending substantially horizontally.Alternatively where the person is of a smaller size, the person may beable to lie down. This may be particularly beneficial for adultpassengers travelling with babies or small children and can allow forbabies or small children to rest more comfortably. FIGS. 5-7 show otherconfigurations that can allow for the space between rows of seats to becustomised by passengers depending on their needs and/or preferences.

The supporting surface 16 of each leg rest may be defined by a cushion.There may also be a life jacket compartment containing a life jacketthat is incorporated in the leg rest and for access by a passenger atthe supporting surface 16.

The leg rest 11 is movable relative to the seat pan and the supportframe of the seat by which it is supported in a pivoting manner betweenthe stored and fully deployed positions. The leg rest in such movementpasses through a partially extended position (as shown in FIG. 1 a). Inthe stored position, the leg rest 11 is stowed at least partiallybeneath the seat pan 10. In the partially extended position, it isenvisaged that the support surface of the leg rest 11 will be in a rangeof between 30 and 60 degree to the vertical, and most preferably atabout 45 degrees to the vertical and projecting downwardly and away fromthe seat pan.

Typically when an aircraft is about to land and/or take off and/orduring taxi, the leg rest 11 may be required to be in its storedposition. This provides a clear space between rows for evacuatingpassengers during an emergency. During taxi/take-off/landing the legrest may need to be sufficiently restrained to prevent it from movementsignificant relative to the support structure under certain loads.

It is envisaged that the leg rest mechanism will be manually moved by auser or passenger preferably at least in part assisted by use of ahydrolock. An electric motor may be instead or also be used.Alternatively no such means for assistance may be provided.

With reference to FIGS. 35-40 there is shown a preferred form of legrest arrangement 111. The leg rest arrangement includes the leg rest 11and a leg rest mechanism 112. The leg rest mechanism 112 is adapted tosupport a passenger's weight bearing down on the leg rest when in thefully deployed position.

Provided are a pair of support mechanisms 120 for supporting the legrest 11, an adjustable support mechanism 160 and an optional drivearrangement 20.

As previously mentioned, the leg rest 11 may be moveable between astowed position in which it may be predominantly located below and/orunder the seat pad 200, an intermediate position up to which the legrest 11 can be adjustably supported; and a fully deployed position.

Each support mechanism 120 comprises an adjustable support mechanism 160for supporting the leg rest in a plurality of positions between itsstowed position and its intermediate position. And a horizontal supportmechanism 120 for coupling the leg rest to the seat frame 600 to supportthe leg rest in its fully deployed position.

The leg rest is moveable only manually to its extended position from itsintermediate position.

The leg rest pivots about axis Y-Y. This axis is horizontal andperpendicular to the seat facing direction.

The horizontal support mechanism 120 includes a track formation 130 anda track follower arrangement 150. The horizontal support mechanism 120is configurable between a stowed position (shown in FIGS. 40 and 42),corresponding to the stowed position of the leg rest, an intermediateposition corresponding to the intermediate position of the leg rest, anda fully deployed position (shown in FIG. 44).

The horizontal support mechanism 120 comprises a track formation 130, inone embodiment shown in FIG. 49 as a cam slot 131, and is fixed relativeto the seat support frame 600; and a track follower arrangement 150. Thetrack follower arrangement 150 is associated with the leg rest.

The track follower arrangement 150 comprises a track following formation152, and a biasing arrangement 154. The biasing arrangement 154 includesa pivotal member 156 that is pivotally mounted to a base member 155 ataxis X-X. The base member 155 is in turn mounted to the leg rest.

The pivotal member 156 is biased by a spring 159 to pivot about axis X-Xrelative to the base member 155, so that the pivotal member 156 movesclockwise as shown by arrow A in FIGS. 43 and 46. The track followingformation 152 (which acts as a cam follower along cam slot 131) extendsfrom a distal end 157 of the pivotal member 156. In this way, the spring159 holds the track following formation 152 against the lower edge ofthe cam slot 131.

The adjustable support mechanism 160 is shown in FIGS. 38-40. Itincludes a locking mechanism 162 in the form of a biased piston andcylinder arrangement 164 such as a hydrolock, and a reaction member 166.In a preferred embodiment, the piston and cylinder arrangement 164 isassociated with the seat frame 600, and the reaction member 166 isassociated with the leg rest.

The adjustable support mechanism 160 serves to allow the leg rest to bemoved to an infinite number of positions between its stowed position andan intermediate position, and locked in those positions. The preferredintermediate position of the support surface of the leg rest ispreferably in the range of inclination of between 30 to 70 degrees tothe vertical, and most preferably to about 60 degrees to the vertical inthe.

In one preferred embodiment, the piston and cylinder arrangement 164 isa “hydrolock” piston and cylinder arrangement. Fluid flow is typicallycontrolled by means of a button or other actuator available to apassenger (such as on the arm rest). Release of the button will resultin the position of the leg rest being locked, such as at a positionbetween its stowed position and its intermediate position.

A drive arrangement 220 may be provided. This is provided as a means formoving the leg rest between its stowed position and its intermediateposition. It is envisaged that the drive arrangement 220 could beadapted to move the leg rest in both directions between its stowedposition and its intermediate position, or in only one direction. In apreferred embodiment, the drive arrangement comprises a spring receivedwithin the piston and cylinder arrangement 164 that biases the pistonand cylinder arrangement 164 to extend, thereby biasing the leg rest toits intermediate position when the locking mechanism (eg the hydrolock)allows movement of the piston and cylinder arrangement 164.

As shown in FIGS. 38-39, in a preferred embodiment, the adjustablesupport mechanism 160 allows for lost motion movement between the legrest and the piston and cylinder arrangement 164 by means of a lostmotion arrangement 168.

The lost motion arrangement 168 comprises a pin 167 attached to an endof the piston and cylinder arrangement 164, which is a moveable within aslot 169 in the reaction member 166. However, it is envisaged that awide variety of lost motion arrangements could be used, includingapertures and/or recesses of a wide variety of shapes.

The pin 167 is moveable within the slot 169 between an outer position(as shown in FIGS. 39 and 40) at the forward end of the slot 169, and aninner position (as shown in FIG. 38) at a rearward end of the slot 169.

When the piston and cylinder arrangement 164 extends, the pin 167 movesalong the slot 169 to its outer position, after which the pin 167 pushesagainst the reaction member 166 to pivot the support member about axisY-Y, thereby causing the movement of the track follower arrangement 150along the track formation 130 as will be described below.

The piston and cylinder arrangement 164 is biased to extend when theflow of fluid is allowed (by for example the passenger pushing anactuator button—not shown), thereby causing the movement of the pin 167in the slot 169 to its outer position, and then movement of the leg restin the direction of arrow B (as shown in FIG. 43) about its axis Y-Y(simultaneously causing movement of the horizontal support mechanism 120from its stowed position). When the button is released, movement of thepiston and cylinder arrangement 164 is stopped, and the leg rest is heldin that position.

In the preferred embodiment shown in the figures, the adjustable supportmechanism 160 will only push the track follower arrangement 150 in onedirection—that direction in which the horizontal support mechanism 120is reconfigured from the its stowed position to its intermediateposition. In the most preferred embodiment, the adjustable supportmechanism 160 may also cause movement of the track follower arrangement150 along the track formation 130 until the horizontal support mechanism120 is in its intermediate configuration (as shown in FIG. 43), and willthen stop. The movement will stop as this is the maximum extension ofthe piston and cylinder arrangement 164. The intermediate position ofthe horizontal support mechanism 120 is expected to coincide with aposition of the planar support member being in the range of about 30degrees to 70 degrees to the vertical, and most preferably about 60degrees to the vertical.

Once the intermediate position is reached, the piston and cylinderarrangement 164 cannot extend further. In this position, the pin 167 ofthe lost motion arrangement 168 will be in its outer position. If apassenger wants the leg rest to extend further to its fully deployedposition, they will be required to grab the leg rest, eg a manual handle112 to reconfigure the horizontal support mechanism 120 to its fullydeployed position.

It is envisaged that when the leg rest is pulled on manually by apassenger to extend the horizontal support mechanism 120 to its fullydeployed, the pin 167 of the lost motion arrangement 168 will movetowards its inner position along the slot 169. In this way, manualoperation is allowable without a passenger having to pull againstfriction created by the locking mechanism 162.

The track follower arrangement 150 follows the track formation 130 asthe leg rest is moved between its stowed position and fully deployedposition, through its intermediate position. The track formation 130 andtrack follower arrangement 150 are moveable relative to each otherbetween a stowed position corresponding to the stowed position of theleg rest, an intermediate position corresponding to the intermediateposition of the leg rest, and an extended position corresponding to thefully deployed position of the leg rest.

The track formation 130 defines a terminal end 133 and an endless path132 at an opposed side of the track formation 130 to the terminal end133. The endless path 132 further defines a detent formation 134 in theform of a recessed region 163 or U-shaped kink in the cam slot 131. Thetrack follower arrangement 150 is captured by this recessed region 163when moving along the track formation 130 in one direction. It isenvisaged that the track follower arrangement 150 will not be pushedinto this recessed region 163 by the drive arrangement 20, as the drivearrangement will operate to only push it to the intermediate position asshown in FIG. 43.

Instead, when a passenger manually pulls the manual handle 112 upwardly,this will cause the track follower arrangement 150 to move along thetrack formation 130 and into the recessed region 163.

It is envisaged that the leg rest will be require to be pulled upwardlyinto an overextended position in order for the track following formation152 to be able to move around the highest point of the endless path 132before the track following formation 152 is captured in the recessedregion 136. When the leg rest is in its overextended position, therelative position of the track formation 130 and track followerarrangement 150 will be in an overextended position.

When the track following formation 152 has traversed over the highestpoint of the endless path 132, it will move into the recessed region 136under action of the biasing arrangement 154.

Then when the manual handle 112 is released, the shape of the recessedregion 136 of the detent formation 134 prevents the relative movement ofthe track follower arrangement 150 and track formation 130 back to theirintermediate position. The track follower arrangement 150 is captured inthe detent formation 134, so that a passenger can put their legs up ontothe support member and have their legs supported without fear of itgiving way. The radius from the axis of the support member Y-Y to theaxis of the pivotal member x-X-X is similar to radius from the axis ofthe support member Y-Y to the centre of the circularly shaped trackfollower arrangement 150. This will prevent pivotal movement of thepivotal member 156 when force is exerted by a passenger on the leg rest.

The detent formation 134 provides a locking mechanism that positivelylocks the movement of the track follower arrangement 150 in the detentformation 134. The detent formation 134 also co-operates with thebiasing arrangement 154 of the track follower arrangement 150, to allowmovement of the track follower arrangement along the track formation 130in one direction only, as will be described below.

As may be seen in FIG. 45, the cam slot 131 starts at a terminal end133, and traverses an endless path 132 towards the opposed direction. Ittraverses in a loop-shape endless path 132 with a recessed region 136 init (in a U-shape). When the horizontal support mechanism 120 isinitially moved from its stowed position, the track following formation152 starts at the terminal end 133 of the cam slot 131. As the trackfollowing formation 152 moves along the cam slot 131, it is preventedfrom moving in a clockwise direction (the orientation with reference tothe drawings) along the endless path by a one way mechanism 170 locatedalong the track formation 130 (as shown on FIG. 44). The one waymechanism 170 comprises a track closure formation 172 that pivots aboutan axis 174 that is disposed to the top side of the track formation 130.

The track closure formation 172 pivots between a restricted position inwhich it restricts movement of the track following formation 152 throughthe cam slot in one direction, and an unrestricted position in which itallows movement of the track following formation 152 along the cam slot131. The track closure formation 172 is biased to its restrictedposition by a bias, such as by gravity (as shown in the figures) orunder the effect of a spring.

The track closure formation 172 is adapted and configured to be moved bythe track following formation 152 to move from its restricted positionto its unrestricted position to enable movement of the track followingformation 152 along the cam slot 131 when the track follower arrangementmoves in one direction shown as arrow C in FIG. 45. However it locks inits restricted position when the track following formation 152 pushes onit from the opposite direction. In this way, the track followingformation 152 is pushed upwardly to traverse the endless path in ananti-clockwise direction (as shown on FIG. 45) when being moved from theterminal end 133 of the cam slot 131 towards the endless path 132.

As shown in FIG. 43, the intermediate position of the leg restcorresponds to the track following formation 152 being part of the wayalong the endless path 132 in the anti-clockwise direction, or justbefore the endless path 132.

Manual movement of leg rest arrangement by a passenger puffing upwardlyon the manual handle 112 results in further movement of the trackfollowing formation 152 in the direction of Arrow C.

As the track following formation 152 moves into the recessed region 136,the biasing arrangement 154 of the track follower arrangement 150 willbias the track following formation 152 to move further into the recessedregion 136 and stop at the bottom of its U-shape. It should be notedthat the shape and configuration of the track formation 130 isspecifically designed to follow the path of movement of the trackfollowing formation under action of the biasing arrangement 154 at thisstage.

In a preferred embodiment, the pair of horizontal support mechanisms 120include a synchronisation mechanism 190 to ensure that the trackfollowing formations 152 of each of the horizontal support mechanisms120 are in synchronisation with each other at the same location on eachof their respective track formations 130.

Each synchronisation mechanism 190 comprises at least one cable 192securely fastened to a synchronisation lever 194. Each synchronisationlever 194 is secured to the pivotal member 156 to pivot about the sameaxis X-X.

The cables 192 of each synchronisation mechanisms 190 are connected toeach other, so that movement of the pivotal member 156 (and hencesynchronisation lever 194) of one results in similar movement of thesynchronisation lever 194 of the other. In this way, the situation isprevented, for example, that only one of the track following formations152 is received into their respective recessed regions 136, while theother remains “jammed” at a highest point on the endless path 132.

According to one aspect of the invention, it is envisaged that theadjustable support mechanism 160 will only power movement of the legrest between its stowed position and the intermediate position. Fromthis intermediate position, the horizontal support mechanism 120 is onlymanually moveable to its fully deployed position. In this way injuriesto users that may otherwise be caused as a result of powered movement ofthe horizontal support mechanism 120 to its fully extended position, areavoided.

Further manual reconfiguration by a passenger of the horizontal supportmechanism 120 (whether indirectly by applying a lifting force to the legrest or directly on the horizontal support mechanism 120 itself) willcause the biasing arrangement 154 to move the track following formation152 to move further along the cam slot 131 in an anti-clockwisedirection. It should be noted that the shape of the cam slot 131 isspecifically configured and adapted to correspond to the direction oftravel of the track following formation 152 under action of the biasingarrangement 154 while the extension arrangement is being lifted by apassenger.

As the track following formation 152 transitions further in thedirection of Arrow C about the path 132, it reaches the end of therecessed region 136. At this stage, the passenger is required to pushdownwardly on the leg rest, to cause the pivotal member 156 to be movedagainst the bias of the biasing arrangement 154. Further downwardpushing will result in the further movement of the track followingformation 152 in the direction of Arrow C along the endless path 132until it reaches the one-way mechanism 170.

At this stage, when the support member is being pivoted downwardly aboutits axis Y-Y, the pin 167 of the lost motion arrangement 168 is movingtowards its inner position in the slot 169. When the inner position isreached, then the piston and cylinder arrangement 164 will need to startretracting. In order to do so, it is envisaged that a passenger may berequired to actuate the actuator button to enable movement of the pistonand cylinder arrangement 164. Similarly, if other locking mechanisms areused, then it is envisaged that they will be required to be in anunlocked state to allow further movement of the leg rest.

When the track following formation 152 encounters the track closureformation 172 in its restricted position, it will cause the trackclosure formation 172 to pivot upwardly and out of its way to anunrestricted position. The track following formation 152 then movesthrough the cam slot 131 in an unrestricted fashion. Once the trackfollowing formation 152 has passed the one-way mechanism 170, the trackclosure formation 172 will fall down behind it under action of gravity,although it is envisaged that a biasing means (not shown) could also beprovided to bias the track closure formation to a restricted position.

Further manual pushing on the leg rest, will result in the trackfollowing formation 152 moving towards the terminal end 133 of the trackformation 130.

It is envisaged that, as the horizontal support mechanism 120 isreconfigured to its stowed position, a latch mechanism (not shown)associated with one or more of the adjustable support mechanism 160 andthe horizontal support mechanism 120 will engage, to hold the leg restin its stowed position until released again by, for example, pressingthe actuator button to allow the hydrolock piston and cylinderarrangement 164 to extend under action of its bias as described above.In one embodiment and as shown in FIG. 41, the latch mechanism is in theform of a hook (not shown) and pin 184. The hook (not shown) isassociated with the piston and cylinder arrangement 164, and the pin 184is associated with the reaction member 166, so that if the adjustablesupport mechanism 160 is reversed to move the horizontal supportmechanism 120 to its stowed configuration, the hook will engage with thepin 184 to lock the horizontal support mechanism 120 in its stowedconfiguration until the adjustable support mechanism is actuated again.Of course it should be noted that the hydrolock piston and cylinderarrangement 164 acts as a latch mechanism itself to hold leg rest in itsstowed position.

When the drive arrangement 220 is allowed to move the leg rest from itsstowed position to the intermediate position again, the hook willautomatically release the pin 184 as the piston and cylinder arrangement164 extends.

As shown in FIGS. 43 and 44, it is envisaged that the track formation130 could include a maintenance track formation 142 that will allow thetrack follower arrangement 10 to be completely disengaged from the trackformation for maintenance and access reason.

Once disengaged, the leg rest can be pivoted upwardly to extend far pastthe position that it would be in when the horizontal support mechanism120 is in its extended position.

The maintenance track formation 142 extends from near the terminal end133 of the track formation 130 to an open end 144. The track followingformation 152 can be moved into the maintenance track formation 142 asshown in FIG. 2 by appropriate manipulation of the pivotal member 156.

The leg rest is designed so that the leg rest does not require supportfrom a seat in front, nor from the floor below. The leg rest issupported via the mechanism by the seat to which it is attached.

Whilst herein reference is made to the leg rest and its primary functionas being a leg rest to the passenger sitting on the seat pan with whichthe leg rest is associated, the leg rest may be used in a secondaryfunction such as for allowing a passenger to sit on it or to lie on topof it. Preferably each leg rest can be moved and positionedindependently of the other leg rests. Preferably the seat pan of eachseat can tilt (preferably in conjunction with a reclining of the backrest) independently of the seat pan of said adjacent seat(s).

A further embodiment of the invention may include at least one traytable 80 that is mounted to the rear of a seat back 12. It provides asurface for an associated passenger seated behind the seat back 12 touse. The tray table 80 can be deployed for use or stowed out of the waywhen not required. It also has various partially deployed states.

The table comprises a primary table top 82 and a segmented secondarytable top 85 comprising multiple extension panels 84 which can be movedto increase or decrease the usable surface area of the tray table 80.

The primary table top 82 is pivotally mounted by an arm 86 or pair ofarms 86 that are affixed to the seat, such as to the seat back. The armsdefine a horizontal pivot axis that mounts the primary table top to berotational between a stowed position where it is located adjacent andsubstantially parallel to the seat back and a deployed position for use.The arms may themselves be pivotally mounted to the seatback.

It is envisaged that primary table top 82 may be slidably mounted to thebase panel 87 as shown in the middle arrangement of FIG. 30.Alternatively there may be no such base panel 87. And the primary tabletop may be directly connected to the arms 86.

The primary table top carries the segmented secondary table top. Thismay comprise of two adjacent extension panels 84 that may be pivotallymounted to the primary table top 82. In a preferred embodiment as shownin FIGS. 29 and 30, two pivotally mounted extension panels 84 arepivoted or hinged from the edge of the primary table top 82 closest tothe passenger. The two pivotally mounted extension panels 84 arepivotable between a first position in which they are folded together ontop of the primary table top 82 such that their major faces are in faceto face contact with each other, and a second position, in which eitherone or both of the pivotally mounted extension panels 84, can be pivotedor hinged from a folded position into a deployed position such that thetotal table top surface is increased toward the passenger together withthe primary table top 82.

Alternatively the pivotally mounted extension panels 84 could hinge fromany edge of the primary table top.

The preferred edge of the primary table top that may be utilised is theedge that is perpendicular to the seat facing direction. The primarytable top is preferably quadrilateral is shape. And preferablyrectangular. The extension panels are preferably also rectangular inshape and each include an edge that can be positioned contiguous theothers, such as when both extension panels are fully deployed or bothare fully in their stored condition.

In the preferred embodiment two or more tray tables 80 for a row ofseats can act in concert to provide various table arrangements for thepassengers in the row of seats. It is envisaged that the variousavailable configurations of the tray tables may be used in combinationwith the many available configurations of the seats as a seating system500 to provide a high degree of flexibility and usability for passengersof various sizes and groupings, a shown in FIGS. 8-28.

For example, a tray table arrangement for the middle of a row of 3 seatsmay be fully deployed, the leg rest of that seat being in the storedposition to allow a passenger in that seat to be sedentary. Passengersin the adjacent seats may sit on the fully extended leg rests of theirrespective seats to allow them to sit in a more communal manner with thepassenger in the middle seat and utilise the tray table arrangement indesired manner. This can help facilitate more comfortable or desirableinteractivity between passengers in a row.

Partially deployed tray table arrangements and tray table arrangementsof variable configuration can also help with passenger accessibility andusability of their seating environment.

As shown in FIG. 31, it is envisaged that an aircraft may includecolumns (when viewed in plan) of seat units, with the seat unitsarranged in rows in each column. As an example, the seat units could bearranged in rows of three as two columns separated by an aisle. The rowsof each column may align or may be off-set from each other. The rows ofeach column may have row pitch set at the same pitch or at differentpitch. Indeed the pitch between rows in a column, may not be consistent.

Preferably all seats in a row face in a forward direction. The seatfacing direction of each seat in a row, and preferably all seats in allrows is perpendicular to the longitudinal direction of the aircraft.Preferably the rows are parallel to each other.

Preferably all seats in the row are no more advanced in the planecompared to other seats in row. Eg the row direction is perpendicular tothe longitudinal direction of the aircraft.

Preferably the seats do not rotate about any vertical axis. Eg the seatfacing direction remains stationary (ie it does not rotate). Andpreferably the seat frame is stationary.

In another embodiment for a larger plane, and as shown ion FIG. 32, itis envisaged that two columns of seat units arranged side by side withthree-abreast seats in each row of at least one or both columns could beseparated by another column of seats with an aisle on each side. Theseparating column of seats need not be the currently claimed seat units,but may be any known seats. The seats of the present invention lendthemselves particularly well for the row being positioned adjacent theinterior side wall of the aircraft, where the seats can be arranged toallow a passenger to lean against the cabin wall and thereby create evenmore space in the row. A person can more conveniently lean against thesidewall of the aircraft when the armrest outboard most is positionedout of the way.

The seat pan of each seat preferably includes an individual seat cushionfor each seat. A gap exists between cushions of adjacent seats to allowa seat belt webbing to extend from the seat frame between adjacentcushions. The individual cushions may each and separately be removable.The seat pan of each seat may also tilt independently of the seat pan ofadjacent seat(s) in the row. A seat tilt mechanism may be provided sothat the angle of incline (in a fore-aft direction) of the cushion maybe varied. This mechanism may be tied to the recline mechanism of theback rest of the seat. Eg, as the back rest moves, the seat pan maymove.

It is envisaged that the seats are provided in an economy class sectionof an aircraft.

The accommodation space that can be created by the present inventionprovides a flexible and multifunctional space that can promote shareduse of a defined space by multiple passengers. The space can beconfigured to treat passengers not as individuals but rather as groupsof people such as a couple, a family of three, two business partners, 3children and so on yet also cater for an individual traveler. And forthat individual passenger offer more and multi functional space. Such aswhen for example the aircraft is not flying at full capacity or fullclass capacity. When two passenger utilise the space in a row to lie orrecline next to each other, the elongate body direction is substantiallyparallel to the row direction. And one passenger is located advancedmore in said aircraft than the other. This means that one passenger insuch reclined or lie-flat condition is supported more by the leg restsand the other is supported more by the seat pans of the row.

To those skilled in the art to which the invention relates, many changesin construction and widely differing embodiments and applications of theinvention will suggest themselves without departing from the scope ofthe invention as defined in the appended claims. The disclosures and thedescriptions herein are purely illustrative and are not intended to bein any sense limiting.

1. A passenger aircraft seating arrangement comprising: a row of atleast three adjacent seats mounted on a support frame, the row of seatsdefining an accommodation zone that can be occupied by at least twoadult passengers, wherein the accommodation zone is able to beconfigured between: i) an individual mode in which the passengers can bein an upright sedentary position in a respective seat of the row, andii) a communal sharing mode where the passengers can share at least oneseat of said row and can at least partially occupy at least two seats inthe row, wherein flanking each side of each seat in the row is anarmrest, the arm rest intermediate of two seats in the row being movablebetween a usable position and a stowed position, wherein each seat inthe accommodation zone is independently extendable in a directionperpendicular to the row direction to span a gap such that a personcannot stand up between said row and a row of seats immediately in frontthereof, wherein when extended, the extended seats are solely supportedby the support frame, and adjacent extended seats cooperate to form acoplanar and contiguous extended support surface for passengers, whereinin one configuration of said communal sharing mode, at least threeadjacent seats are extended and at least the armrests adjacent centralseat(s) in the row is/are stowed, such that the extended support surfaceprovides a sleeping surface for supporting the at least two adultpassengers in a reclined position such that their legs can extend in adirection parallel to the row direction.
 2. A passenger vehicle seatingarrangement as claimed in claim 1 wherein there are 4 adjacent seats ofsaid row.
 3. A passenger vehicle seating arrangement as claimed in claim1 wherein the accommodation zone is able to be configured to allow theat least two passengers to lie horizontally and adjacent to each otheracross all seats in said row.
 4. A passenger vehicle seating arrangementas claimed in claim 1 wherein the accommodation zone is able to beconfigured by at least one of the at least two passengers.
 5. Apassenger vehicle seating arrangement as claimed in claim 1 wherein eachseat comprises a seat pan and a leg rest, and each seat is extendable bymoving the leg rest between a stowed condition and a fully deployedcondition relative to said seat pan, wherein in the fully deployedcondition, the leg rest is presented adjacent said seat pan in a mannersuch that when the leg rests of all seats in the row are positioned in afully deployed condition, the seat pans and leg rests define ahorizontal surface to be able to support the at least two passengers ina reclined position.
 6. A method of configuring an accommodation zonefor at least two adult passengers on board a passenger vehicle, saidaccommodation zone defined at least in part by a row of at least threeadjacent seats mounted on a support frame, each seat being independentlyextendable in a direction perpendicular to the row direction to span agap such that a person cannot stand up between said row and a row ofseats immediately in front thereof, each seat when extended is solelysupported by the support frame, the method comprising the step ofconfiguring the seats to a first mode in which all seats in the row areextended to form a coplanar and contiguous extended support surface forthe two passengers to recline or lie flat by extending in a directionparallel to the row direction, and at least one of the following steps:a. configuring the seats to a second mode in which none of the seats inthe row are extended or all of the seats are retracted, to allow the twopassengers to be in an upright sedentary position in a respective seatof the row, b. configuring the seats to a third mode in which twoadjacent seats in the row are extended to form a coplanar and contiguousextended support surface for shared use by the two passengers, c.configuring the seats to a fourth mode in which only the seat(s) at oneor both ends of the row is/are extended, and d. configuring the seats toa fifth mode in which only the seat(s) intermediate of the ends of therow is/are extended.
 7. The method of claim 6, wherein each seatcomprises a seat back and a seat pan, and flanking each side of eachseat in the row is an arm rest, wherein the method further comprises thestep of moving the arm rest intermediate of two seats in the row from ausable position wherein it is positioned intermediate of the seat backand the seat pan, to a stowed position wherein the arm rest is notpositioned intermediate of the seat back and the seat pan, whenconfiguring the zone into said second or third mode.
 8. The method ofclaim 6, wherein each seat comprises a seat pan and a leg rest, whereineach of the configuring steps comprises moving the leg rest between astowed condition and a fully deployed condition relative to said seatpan, wherein in the fully deployed condition, the leg rest is coplanarand contiguous with the seat pan, such that when two or more adjacentseats are extended to form said second or third mode, the leg rests andseat pans of said extended, adjacent seats cooperate to form a coplanarand contiguous extended support surface for shared use by the twopassengers.
 9. The method of claim 6, further comprising assigning onlytwo passengers to a row of only three seats.
 10. A method of providingtwo adult passengers with flexible accommodation on a passenger aircrafthaving multiple rows of at least three adjacent seats, wherein the seatsin each row all face in the same direction and are mounted on andsupported by a support frame, the method comprising: assigning the twopassengers to one row of seats, allowing the passengers to individuallyor mutually customize the space between their seats and a row of seatsin front by manually extending one or more of the seats in their row ina direction perpendicular to the row direction, wherein in the extendedposition, each seat is solely supported by the support frame and is inclose proximity to the row immediately in front thereof, wherein whenthe passengers extend all seats in their row, the seats cooperate toprovide a coplanar and contiguous support surface for supporting both ofthe adult passengers in a reclined or lie flat position such that theirlegs can extend in a direction parallel to the row direction.
 11. Themethod of claim 10, wherein each seat comprises a seat back and a seatpan, and flanking each side of each seat in the row is an arm rest,wherein the method further comprises allowing the passengers to move thearm rest intermediate of two seats in the row from a usable positionwherein it is positioned intermediate of the seat back and the seat pan,to a stowed position wherein the arm rest is not positioned intermediateof the seat back and the seat pan.
 12. The method of claim 10, whereineach seat comprises a seat pan and a leg rest, wherein the step ofmanually extending the seat or seats comprises manually moving the legrest between a stowed condition and a fully deployed condition relativeto said seat pan, wherein in the fully deployed condition, the leg restis coplanar and contiguous with the seat pan, such that when thepassengers manually extend all seats in the row, the leg rests and seatpans of said extended adjacent seats cooperate to form said coplanar andcontiguous support surface.
 13. A passenger vehicle seat unitcomprising: a row of at least three adjacent seats mounted on a supportframe, each seat being independently extendable in a directionperpendicular to the row direction to define a reconfigurable horizontalsupport surface that can be configured to assume each of a T-shape,L-shape and U-shape and I-shape when viewed in plan view, wherein eachseat when extended is solely supported by the support frame, whereinflanking each side of each seat in the row, is an armrest, the arm restintermediate of two seats in the row being movable between a usableposition and a stowed position, and wherein, by extending the at leastthree adjacent seats and stowing at least the arm rests adjacent centralseat(s) in said row said horizontal support surface can be configured toallow at least two adult passengers assigned to said row to recline onsaid support surface in a condition such that their legs can extend in adirection parallel to the row direction.
 14. An accommodation zone forat least two adult passengers on a passenger vehicle comprising: a rowof at least three adjacent seats mounted on a support frame, whereineach seat is independently extendable in a direction perpendicular tothe row direction, and each seat, whether extended or not, is solelysupported by the support frame, wherein said accommodation zone isexpandable to a zone of greater area for said two passengers to share byextending one or more of the seats, and wherein said accommodation zoneis expandable to a greater area for both said passengers to recline in alie-flat position such that their legs can extend parallel to the rowdirection, by extending all of the seats in said row to form a coplanarand contiguous reclining surface, wherein the longest dimension of thereclining surface is in the row direction.
 15. The accommodation zone ofclaim 14, wherein when extended, each seat spans a gap such that aperson cannot stand up between said row and a row of seats immediatelyin front thereof.
 16. The accommodation zone of claim 14, wherein whenextended, each seat is in close proximity to seat in a row immediatelyin front thereof.
 17. The accommodation zone of claim 14, wherein theseats are constructed to be manually extended by one or both passengersto expand the accommodation zone.
 18. The accommodation zone of claim14, wherein the passenger vehicle is an aircraft and the accommodationzone is located in an economy class section of the aircraft.